Truck



Jan. 24, 1933. .1. R. BLACKHALL TRUCK Filed May 25. 1927 5 Sheets-Sheet 1 Jan. 24, 1933.

J. BLACKHALL TRUCK Filed May 23, 1927 5 Sheets-Sheet 2 Jan. 24, 1933. J. R. BLACKHALL TRUCK Filed May 23, 1927 5 Sheets-Sheet 5 Jan. 24, 1933. J. R. BLACKHALL TRUCK Filed May 25, 1927 5 Sheets-Sheet 4 Jan. 24, 1933. J. R. BLACKHALL 1,895,368

TRUCK Filed May 25. 1927 5 Sheets-Sheet- 5 v q 8 B W' R. We m m L v E v v x: W 1 a 2% 8 Q 11% M Q v Q m a a 00 Q 6 w r O MWM J 0 a.

Patented Jan. 24, 1933 JOHN ROBERT BLACKHA LL, OF JOLIET, ILLINOIS TRUCK Application filed May 23, 1927. Serial No. 193,872.

This invention relates to trucks and with regard to certain more specific features, to railway trucks for electric vehicles.

Among the-several objects of the invention may be noted the provision of a street railway truck adapted to materially lessen noise, reduce weight and provide a more comfort able vehicle; the provision of an improved railway truck of the class described having a fixed bolster, whereby complication in construction is avoided and the multiplicity of parts reduced and at the same time riding qualities improved. Other objects will be in r part obvious and in part pointed out herein after.

The invention accordingly comprises the elements and combination of elements, features of construction, and arrangements of partswhich will be exemplified in the structure hereinafter described, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings, in which are illustrated two of various possible embodiments of the invention,

Fighl'isa side elevation of the preferred form of truck, showing the body partially outlined in dotted lines;

Fig.2 is an end elevation of said truck, parts being broken away;

Fig. 3 is a cross-section of one axle and a driving wheel of said truck, showing a differential worm drive;

Fig. 4 is a side elevation of an internal'expanding brake drum; I

Fig. 5 is a fragmentary side elevation showing-one form of motor suspension, parts bein 'broken away;

Fig. 6 is a cross section taken on l ne 6-6 of Fig. 8 and sho'ws a portion of a fixed bo1- ster king-pin construction, parts being broken away;

Fig. 7 is a view taken on line 7 7 of Fig 8; Fig. 8 is a vertical section taken on l ne 88' of Fig. 6;

Fig. 9 is an enlarged side elevation of a side bearing used in connection with the fixedbolster construction; i

Fig. 10 is a plan view of an alternative form of truck;

- noiseless brake riggin Fig. 11 is a side elevation of the alterna tive form; and 4 Fig. 12 is a diagrammatic side elevation showlng the brake rigging of the alternative form.

' Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now more particularly to Figs. 1 and 2, there is illustrated at numeral 1 a truck frame, including side rails 3 and and members 5. Formed laterally across the center of the frame 1 is a fixed bolster 6, serving the purposes to be described.

The frame 1 carries two pairs of opposite- 1y disposed springs 7, centrally attached to axles or axle housings 9. The springs 7 are underslung with respect to the axle housings 9 (see also Fig. 3) The side rails or frames 3 are kicked'up over said axles 9 (Figs. 1 and 11). l

The axle housings 9 each carry, in roller bearings, a pair of drive shafts 11 driven by a' differential driving system 13, the shafts being connected to oppositely disposed wheels 15. The wheels 15 are made of ressed steel and each carry a brake drum 1 surrounding a pair' of internally expanding brake shoes 19, the latter carried plvotally in sections on said axle housing 9.

The brake drum mounting is shown clearly in Figs. 3 and 4, wherein is shown a supporting casting 21 for pivoting the split shoes 19 on the housing 9 and for receiving the reaction of springs 23 for normally holding the shoes inwardly away from the drum 17. This support 21 also rotatably supports a cam 25, operable when rotated, to spht the .shoes 19 apart. Hardened pieces 27 on, the

shoes 19 are adapted to reduce wear.

' Rotation of the shaft 29, operating the cam 25, is accomplished by means of the functionmg of a'diaphragm valve 31 on an arm '33 attached to said shaft 29. The diaphragm valve is pneumatically operated in the conventional manner. By means of this construction, there is provided an exceedingly tive in its braking actlon than the previous types used on street railway trucks. .The

which is more pos1- noiselessness is due to the absence of loosemits of the use of the worm and wheel comjointed linkages and the improved action is binations referred to and hence a greater due to the increased braking area obtained speed reduction may be maintained. This by the substantially concentric shoes 19. means that the motors can run at a higher Referring again to the diflerentials 13, it speed with consequent reduction in weight. 7

will be noted that they are driven by a worm Referring now to Figs. 1, 2 and 6 to 8, the and wheel combination 35. The worm drive fixed bolster construction will be described. is used because it is particularly adaptable The bolster 6 is rigidly connected to the side for low gear ratios, whereby a driving motor rails 3. It carries on its upper surface ar of increased speed and lighter weight for center bearing support 45 with which is the same power may be used. The particular formed a central pocket 47 retaining thrust configuration of the present truck facilitates b aring members 61. I the application of the high speed motor and Th enter bearing for the car body 49 ettehdahlhworm reduction g v (the body being shown in dotted lines) com- The differential is advantageous, both on prises a l w r filate 51 having a downwardly curvedand straight tracks. Its advantages j ti cup 53 hi h loos ly engages the e on curved track are that it permlts increased t id of said pocket 47. The pocket 47 is speed of the wheel on the outer curve and/or annularly r ved at a region 55 and the cup decreased speed of the wheel on the inner 53 i so f d Fig. 6) as to receive Curve, w e y weal Oh the Wheels-treads n through bolts 57, adapted to pass through a the track 1s reduced. 7 fportion of the space at the grooved region In the case of stralght track travel, 1t has 55 .B thi means th lower plate 51 is been found that Sooner late! one m locked to the support 45 but relative rotative wheels of a set become smaller, due to dlfiers ti i e itt d ences in the hardhessof the metal composing Th lower l t 51 i id d ith a the l 0 d g y, 1n the ease of 9 jecting bearing piece 59 which rests on the dlflelentlal axle, If one wheel'ef a leadlhg oiled bearings 61 in said pocket 47. The piece set became smaller, the truck would nose to 59 h a d d h h b ome rockone slde of the track and thereby Off the ing movement is permitted against a side g the foremost Wheel- By lhtrodhh bearin 63. The rocking movement is ac- -ing a diflerential system on each axle, this commodated by the use f a h i l djfiiculty i overcome i h difi'ehen' struction between the plurality of the beartlal, penmts. the W l which 13 Weanhg ings 61 so that'they engage each other at a smaller to sllghtly increase 1ts speed of rospherical surface It is to be understood tation to Prevent the nosing action that the bolts 57 pass loosely through ,the

Figs. 1, 2 and 5 illustrate the modes of driving the axles from the motor 37 and also the motor suspension. Each motor 37 is suspended on opposite sides and opposite ends recessed in the pattern illustrated in Fig. 6.

This lower plate 51 is adapted to cooperate of the fixed bolster 6, that 1s, t he motors 37 .w an upper h ri Plate 5 thi l tt are placed 111 dlagohauy PP e quadrahts plate being recessed on its lower surface with on the y are j P 531d the pattern illustrated in F ig. 7. It will be arrahgemehl? 9 Shown 111 P In h noted that the recessed patterns are so armodlfied form of Each motor 3 ranged that .the low and high spots are arh y h suspehded m f of a three ranged'alternately so that they do not match Pq hPP 39 0n the frame 1 @h h (see the fragmentary dotted lines in Fig. 6). Fig. 5 shows one form of mounting WhlCh Th 1 5 and 5 r adaptedcto b y be y one of several yP c011- bolted together and to the car body 49 by vehlehce h p h reference hulhehals means of bolts 67. A. pad of rubber 69 is e used 111 t F g; 5 ferm- Th g interposed between the plates 51 and 65 beq u1ll of each motor 1s coupled-touts respecf bl th b providing a springe Worm comhmatloh 35 y means a ing action to absorb the vibrations-of small dr ve shaft fil, includlng the conven er amplitude. The purpose of the staggered uhlversal lolhts 1 Seen that recesses in the respective plates is to prothis arrangement provides drivmg torque at id a place f th bb f th d 69 to each wheel and at the same time permits of flo under increased pressures, thereby a reduced spread of p r ecause of he making it efiective as a spring. Figs. 6 and staggered or nested arrangement of the mo- 7 i di t th bb as h i been pressed.

tors and their drive sha into, the recesses.

The motors, unlike previous motors, are In Fi 9 is illustrated the preferred form mounted on the truck body and not on'the of side iearing used herein. Each bearing dr ving axles. This means that the'unsprung (two being used) comprises a laterally arwelght ofvthe truck is reduced, thereby inranged support 71 riveted to its side memcreasing. the life ofthe motor parts. At the her and carrying bolted to its upper surface same time, the particular arrangement perthe side bearing proper 73. Between the side hearing or upper member 73 and the support or lower member 71 is provided a rubber pad 75. The bearing 73 is closely juxtaposed to the outboard regions of the car body so that a slight rocking action on the center bearing 45 will result in contact between the car body and a side bearing 73. The rubber 75 eliminates any shock of impact.

From the above, it will be seen that the car body is supported on a fixed bolster and does not sway nor roll with the usual wave motion. On the other hand, it is well sprung on the springs 7, without possibility of undesirable side sway and at the same time, all minor high-frequency vibrations and shocks are absorbed by the rubber pads.

Shock and noise are further reduced by cushioning the ends of the semi-elliptical springs 7 within rubber pads located inside of the shackles 77 which holds said spring to the frame 1.

In Figs. 10 to 12 is shown a modified form of the invention. In this modification there is provided a truck frame 81 laterally braced by cross members 83 and also having a fixed bolster 85. The bolster 85 carries a center bearing 87 which pivotally carries the car body, the latter restlng on roller side bearings 89 at the sides of said fixed bolster 85. In this case the advantages of the fixed bolster and side bearings are attained, without the introduction of rubber padding, the construction depending for ease of riding upon semielliptical springs 91 arranged as in the ferred form,that is, underslung.

The driving motors 93 are placed in the diagonal quadrant arrangement described with regard to the first modification, that is of the other diagonally arrangedwv eels 109.

The outer ends of the axles 107 are borne in bearings on the frame 81. Both axles for each set of driving wheels 105 are fian ed and bolted together or otherwise fastene at the bevel drive within the respective housing 101, so that each set of axles function as one without a differential action. The driving action from the motors 9.3 is evident from the foregoing. v

The brake rigging 'for this alternate form 1 is centrally arranged and is shown more particularly in Figs. 10 and 12. Thisrigging comprises acentralaircylinder 111 held to prethe frame 81 and adapted to propel oppositely moving piston rods 113. The rods 113 function to clamp shut a pair of brake shoes 115 pivotally held to beams 117, the latter connected to the a'xles107. The rods 113 5 the axles 107 and arms 120. The relative movement is due to the springs 91.

Hence, the slot 122 permits of a variable leverage by the rods 113 on the brake rigging. As the truck is loaded, the leverage increases, thereby making the braking more effective with greater loads. Hence a practically constant rate of deceleration may be obtained and expected under all load conditions with a given setting of the air brake handle. The safety in operation is thus increased as the operator has no changeable braking conditions to meet. It is evident that a brake rigging of or similar tothat of the alternate form of Figs. 10 to 12 may be applied to the construction of Figs. land 2, that is, one having a variable leverage. The brake shoes 115, in Figs. 10 to 12, operate on brake drums 121 fastened directly to the axles 107. The drums may be fastened directly to the wheels by suitably shifting the position of the riging.

This alternate form of truck embodies the compact arrangement described with regard to the previous form and has the easy riding qualities because of the. fixed bolster and springs 91. Braces 123 are employed to transmit the reactions of the driving axles to the frame 81.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in carrying out the above constructions without departing from-the scope of the invention, it is intended that all matter contained inthe above description or shown in the accom panying drawings shall be interpreted as illustrative and not in a limiting sense.

1. The railway truck comprising a frame, a plurality of driving axles, spring supporting means joinin the axles and said frame, driving motors diagonally arranged on said frame in the region of opposite ends of opposite axles, driving means joining each of said motors in driving arrangement with the alternate regions of opposite ends of opposite axles, said driving means includinga worm and wheel drive on each axle.

' axles and said frame, driving motors diaging member and to a car body and resilient onally arranged on said frame in the region of opposite ends of opposite axles, driving means joining each of saidmotors in driving arrangement with the alternate regions of opposite ends of opposite axles, said driving means including a differential gear on each axle and pneumatic braking means operable directly on each of said wheels.

3. The railway truck comprising a frame,

two driving axles, spring supporting means 'oining the axles and said frame, a fixed bolster on the frame for supporting a car body, driving motors for said axles mounted on said frame in diagonal quadrants taken with respect to said bolster and driving means joining each of said motors in driving arrangement with an axle in regions located in quadrants opposite said first-named quadrants and worm and wheel combinations located in said driving arrangements,

4. The railway truck comprising a fixed bolster, a member rigidly supported thereon, a swiveling member supported by said rigid member, a spherical bearing between the swiveling and rigid members and means permitting relative rotation but preventing separation, a second member held to said swivelmeans between the second member and said swiveling member.

5. A two-axle truck comprising a frame, two motors arranged on opposite sides of the longitudinal and transverse center lines thereof, and a worm drive transmission between said motors and said axles respectively, the worm shaft of each axle being below said axle and'in substantial alinement with its motor shaft.

6. A two-axle truck comprising a frame,

. two motors arranged on opposite sides ofvthe longitudinal and transverse center lines thereof, and worm drlve transm'lsslon between said motors and said axles respectively, the worm shafts being below said axles and inclining v upwardly and inwardly, and the motor shafts being arranged in substantialalinement with their worm shafts.

7; A two-axle truck comprising a frame,

. two motors arranged on opposite sides of the longitudinal and transverse center lines thereof w1th thelr innerends near suchtransverse center line and with their axes inclining beams mounted on said side frames adjacent to said axles/two motors supportedfrom said bolster and the respective cross beams with their cross beam ends higher than their bolster ends, and a worm drive mechanism connecting the respective motors with the axles that are more distant therefrom respectively, each wormshaft being below its a axle and in substantial alinement with the corresponding motor shaft.

9. A two-axle truck comprising side frames, a bolster rigidly connecting said side frames, cross-beams rigidly connecting said side frames on opposite sides of said bolster, two motors arranged on opposite sides of said bolster and the longitudinal center line of said truck, a worm drivetransmission between said motors and said axles, respectively, the worm shafts being below'said axles and inclining upwardly and inwardly, and the motor shafts being arranged in substantial alinement with their worm shafts, and brackets secured to said bolster and said cross-beams, respectively, and to the adjacent end portions of said motors on opposite sides thereof.

In testimony whereof, I have signed my name to this specification this 16th day of May, 1927. I

JOHN ROBERT BLACKHALL. 

